Gas engine



W. RICHLJ Oct. 1, 1929.

EMS 21mm;

Filed Oct. 31. 1927 2 Sheets-Sheet INVENTOR ATTORN EY Oct. 1, 1929. w,cHL 1,730,093

GAS ENGINE 1 Filed Oct. 31. 1927 2 Sheets-Sheet 2 INVENTOR W Richli/Patented Oct. 1, 192?? WILLIAM RIGI-ILI, OF s'rooxron, "CALIFORNIA GASENGINE Application filed October 31,

This invention relates to internal combustion engines and particularlyto those of the two cycle type. In engines of this type there is oneexplosion per cylinder for each revolution of the shaft, andconsequently an engine of a given size and number of cylinders willtheoretically generate twice as much power as a corresponding four cycleengine. In practice, however, these engines do not develop power to thisextent, since much of thepower is lost on account of poor scavenging ofthe exhaust gas and a mixing of such gases with the fresh incoming fuelcharges. Also most of such engines depend on crank case compression fordrawing in the fresh charges and the loss of such compression due toloose bearings and pistons reduces the volume of the charges taken intothe cylinders.

The principal object of my invention.

0 therefore, is to provide a two cycle engine having a fuel intakemechanism for the cylinders so arranged as to cause the fuel undercompression to be delivered into the cylinders without depending oneither cylinder or crank case compression; and to cause such fuel asenters the cylinders to positively aid in expelling the exhaustedcharges. As a result full fuel charges will always be drawn into thecylinders and such charges will remain practically undiluted with anyburnt gases. My engine therefore will actually deliver a quantity ofpower approximately the theoretical maximum. 4

These objects I accomplish by means of such structure and relativearrangement of parts as will fully appear by a perusal of the followingspecifications and claim:

In the drawings similar characters of reference indicate correspondingparts in the several views Fig. 1 is a top plan View of my improvedengine.

Fig. 2 is a transverse section of the engine taken on the line 2-2 ofFig. 1.

Fig. 3 is a longitudinal section of the engine taken on the line 3-3 ofFig. 1.

Referring to the numerals of reference on the drawings, the enginecomprises a crank case 1 on which is mounted in longitudinally spacedrelation the power cylinders 52 and 2.

1927. Serial NodQZ-Bfifi. f.

The pistons 'a'nad 3 respectivelyof these cylinders have connecting rods4 working on opposed cranks 5 formed on a crank shaft 6 which isjournaled in bearings mounted in the crank case. Exhaust ports 8 fromthe cylinders are located so as'to be slightly above the tops of therespective pistons when the latter are in their lowermost positions.

Mounted on the crank case and preferably located between the powercylinders is a fuel charge controlling pump comprising a cylinder 9closed at both ends anda piston lOito reciprocate in said cylinder. Thispiston is operatively connected 'to'the shaft 6 so as to be reciprocatedthereby by suitable means such as a connecting rod 11 working on a crank12 on the shaft 6. This piston andits reciprocati'ng means are soarranged that the piston is midway of its stroke when the pistons3 and 3are at the opposite ends of their strokes as shown in Fig. 3, Apassage'13 leads from the top of the cylinder}? to the top of thecylinder 2and anotherpassage 14 leads from the bottom of the cylinder'9to the-top of the cylinder 2%, At the cylinder ends of thepassages 13and 1d are valves 15 and 16 respectively which are normally closed andare opened by rocking arm and push rod arrange: ments of common formr asindicated at 17 which push rods are actuated by individual cams 18mounted on the crank shaft 6. These cams are disposed so thatthe .valvesopen at the bottom of the piston stroke and close when the pistons havemoved approximately onehalf their compression strokes..

Attached to the pump cylinder and preferably disposed to one side of thesame is a cylindrical manifold 19, closed at both ends and having a port20 in one side intermediate its ends adapted for communication with acarburetor which is preferably connected direct to said manifold. Adouble piston valve 21 is slideable in the manifold and is adapted toalternately provide communication between the port20 and ports 22 and23, leading to the top and bottom respectively of the pumpcylinder 9.The'valve 21 is held at the bottom of its stroke by a spring 24 appliedto the valve stem 25, at which position of thea e e PQrtsiZO n a e in comunic stroke by means of a rocking arm 26, moved by a cam 27 on thecrank shaft. In this position of the valve the ports 20 and 22 are incommunication. Cam 27 is so arranged that the valve is in the firstnamed position when the piston 10 is moving up, and is in the last namedposition when the piston 10 is moving down.

Each cylinder has a spark plug 28 whose operation is controlled by atiming mecha-' nism of the customary character and which forms no partof my invention.

With the parts of the engine positioned as shown in Fig. 3, the piston 3of the cylinder 2 is at the beginning of its firing stroke and thepiston 3 of the cylinder 2 is at the end of its firing stroke; thismovement of said piston uncovering the corresponding port 8 allowing theexhaust gases to escape. The piston 10 at this time is half way on theup stroke, the valve 15 is open, and the piston valve 21 is at thebottom of its stroke so that the port 22 is shut off from communicationwith the port 20. This upward movement of the piston 10 causes a chargeof fuel already taken into the cylinder 9 during the movement of thepiston in the opposite direction to be compressed and is forced into thecylinder 2 through the passage 13. This inflow of the fresh chargestarts when the port 8 of the cylinder 2 is still open, causing anyburnt gases still in said cylinder to be forced out. By the time thepiston 10 is at the top of its stroke the piston 3 is half way up. Thevalve 15 then closes and the further upward movement of the piston 3completes the compression of the fresh charge, ready for the subsequentfiring stroke.

By the time the piston 10 starts on its down stroke the position of thepiston valve 21 has been reversed and the upper passage 22 is now incommunication with the carburetor, causing the fuel charge to be suckedinto the upper portion of the pump cylinder. For the first half of thedown stroke of the piston 10, the charge already in the lower portion ofthe cylinder from the previous stroke is being compressed, until thevalve 16 of the passage 14 opens with the arrival of the piston 3 ofsaid cylinder at the bottom of its stroke. The fresh fuel charge thenflows into the cylinder 2 just as described in connection with thecylinder 2. 1

Owing to theuse of the pump cylinder and associated parts, it will beseen that the fuel charge is drawn in and initially compressed withoutdepending in any way upon crank or cylinder case compression. The pumppiston and the manifold valvesmay have a very close fit in therespective cylinders thereby minimizing the likelihood of leakage andloss of compression since these parts are not subjected to any greatheat.

From the foregoing description it will be readily seen that I haveproduced such a device as substantially fulfills the objects of theinvention as set forth herein.

While this specification sets forth in detai the present and preferredconstruction of the device, still in practice such deviations from suchdetail may be resorted to as do not form a departure from the spirit ofthe invention, as defined by the appended claim.

I-Iavingthus described my invention what I claim as new and useful anddesire to secure by Letters Patent is:

In a two-cycle gas engine having a pair of power cylinders, a pumpcylinder communicating at top and bottom with the tops of the powercylinders, a piston in said pump cylinder, and means for reciprocatingsaid piston; an intake manifold having separate passages leading to thetop and bottom of the pump cylinder and an intermediate port adapted fordirect communication with a car bureter, a valve in the manifold movableto place the port in alternate communication with the passages, andmeans for moving the valve in conjunction with the reciprocation of thepiston to hold the valve at either posi-, tion during substantially afull stroke of the piston in a direction away from the passage then incommunication with the port.

In testimony whereof I afiiX my signature.

WILLIAM RICI-ILI.

